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FORMULA
FORUM
JULY/AUGUST 2006
THE IF1 JOURNAL
FORMULA FORUM, JULY 20062
COVER PHOTO
David Hoover in the gorgeous“Endeavor” at Reno 2005 John Garrett Photo
CONTENTS 3. Reno PRS Birch Entriken 5. September Mornings 1 Gary Davis 6. Presidents Page Birch Entriken 7. September Mornings Continued 10. Sec/Tres. Input John Housley Odds and____ 11. For Sale
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EXECUTIVE
COMMITTEE
BIRCH ENTRIKEN
President
P.O.Box 3760
Truckee, CA 96160
530/562-1363
CLODAGH STOKES
Vice President
537 Hill St.
Prescott, AZ 86303
928-708-9482
JOHN HOUSLEY
Secretary/Treasurer
1020 Chesterfield Forest Dr.
Chesterfield, MO 63005
636/519-8648
DIRECTORS
ED BOWES
Promotions Director
15407 North 14th St
Raymond, NE 68428
402/477-2966
Webmaster - Ray Debs
VOLUME XVIINUMBER 4
WARD GARLAND
Operations Director
42528 7 St. Eastth
Lancaster, CA 93535
661/949-0529
TOM DeHART
Technical Director
P.O.Box 1431.
Klamath Falls, OR 97601
541/883-3320
CHARLIE GREER
Pilot Committee
5274 Soledad Mountain Rd
San Diego, CA 92109
858-212-7881
GARY HUBLER
Technical Committee
5011 Hubler Lane
Caldwell, ID 83605
208/454-9585
GARY W. DAVIS
Procedure Committee
11534 Merlin Drive
Sanger, TX 76266
940/458-5515
FORMULA FORUM, JULY 2006 3
Reno Pylon Racing School 2006
Birch EntrikenThe 2006 Pylon Racing School was
held June 15-18. We didn't think wewere going to get much of a turn out thisyear since by the mid-May deadline forsign up, we only had three entrants.Because two of them were planning tobring airplanes, and due to some otherlogistical issues, we opted not to haveour usual two seat trainer on site.However, by the time Thursday rolledaround, we were up to eight pilots inattendance. By then we wished we hadthe two-seater.
Thursday started out breezy and a littleon the cool side. But the rest of theweekend was ideal with calm winds,clear skies and temperatures rising intothe 90s by afternoon. The generalmeeting with RARA and all the raceclasses was held Thursday morning,with the classes breaking into individualsessions in the afternoon. The next threedays were essentially flying in themorning, with some additionalacademics in the afternoon.
Speaking of academics, IF1 owes a debtof gratitude to John Housley and EdBowes for traveling long distances ontheir own time to put on the groundschool. The PRS manual and presen-tation that John put together are nothingshort of stunning. The manual is an inchthick, in full color, and coverseverything you ever wanted to know ifyou were thinking about coming out togo Formula One racing. It isaccompanied by a slide and videoprogram. The scope and depth of thisproduct takes IF1's PRS program to acompletely new level. The studentswere enjoying it so much they chose tostay in class until 7pm one night, eventhough it meant missing the bus back tothe Hilton.
So, without further ado, meet the 2006crop of new Formula One pilots: George Andre’ comes to us from the St.
Louis area. I could probably havewritten an entire article on his resumealone. He flew the F86 and F101 in theUSAF. He also flew the F86 and F102for the Air National Guard, and sawaction in Viet Nam. He worked forLockheed as an F104 test pilot, andspent some time at the famous "SkunkWorks". He later went to work flyingfor TWA and was their Director ofFlight Operations Engineering andSafety. He retired from TWA in 1994 asa B-767 captain. Along the way he hasbeen a competition aerobatic pilot andair show pilot, as well as being an A&P,IA. He is the new owner of #57,“Aggressor”, which will now be #1,“Zipper”. He brought the airplane toPRS, flew the course, and took care ofall his pilot qualification requirements.
Doug "Jethro" Bodine, is currently a B-1 pilot for the USAF, based at EllsworthAFB, in South Dakota. He has beeninvolved in general aviation since theearly 80s, and like many of us, had beendreaming for a decade or two aboutracing at Reno someday. A chance toparticipate on a race team in 2001 wascrushed by the events of that September,but the dream remained alive. Therelative affordability of Formula Onehas led Jethro to become the new ownerof #92, “Yellow Peril”, an airplane inneed of a good home, and it sure lookslike it found one. Somewhere, Eric issmiling.
We all know Maynard Crosby, so whatmore can I say? Maynard has beenflying for 56 years! He has either flownor worked for Cessna, Boeing,Lockheed and FMC. He has been acollege teacher, operated flying schools,and is a professional musician andbandleader. He was in quality control atBoeing for the 747, 767 and 777, andretired in 2001. His airplane #14,“Pushy Cat” has a long history goingback to Jim Miller.
FORMULA FORUM, JULY 20064
PRSContinued
John "Jack" Heinz III, is a generalcontractor who lives in northernCalifornia and is the proud new owner ofDave Morss' #99 “Cool Runnings”. Hehas been flying for the past 25 years andas far as air racing goes, he hasexperience - he raced gliders. Currentlyhis daily driver is a Mooney. The racerwill now be #57, “Jersey Girl”, a nod tothe no doubt tolerant spouse who puts upwith this nonsense.
Mike Purves, originally from Illinois,now flies for a regional airline based inMilwaukee. Fascinated by flight sincechildhood, he is on tap to fly #38,“Flying Dutchman”, and as backup pilotfor #44, “Judy”, both of the HolbrookMaslen stable.
Lowell Slatter. If you look up "crusty" inthe dictionary, note the picture. Allkidding aside, I handed out a sheet forthe guys to give me some biographicalinformation on, and I think in Lowell'scase his own words sum it up best: AgPilot (retired), Fire bomber (former),Homebuilder (constant), Acro Pilot(when I feel like it), Big Jet Pilot (almostfurloughed), WWII Bomber Pilot (got themedal to prove it), Soybean Farmer(summer only), Airport Owner (taxpurposes). Lowell's new airplane, “J-
Gal”, (anotherhomage to along sufferingwife) is 90%done. Lowellgets high marksfor doingsomething atPRS which isavailable to allbut seldomdone: Hebrought his
whole crewalong, includingwife Judy, MikeShaney and BobKircher.
Steve Temple was there to get some hotlaps in his new ride. The former “MacDaddy”, will now be #87, “Madness”.Steve gave us our only anxiety attack ofthe weekend when his airplane started totrail smoke under G load in the turns.When he set up high for approach wewere sure there was engine trouble; turnsout he was concerned about a vibrationattributed to the propeller. After abeautiful landing he changed props andflew her home to Minden.
Jim Whiteley is a Reno local and retiredUnited pilot. He is currently involvedwith the county sheriff's search andrescue air squadron as well as the CoastGuard Auxiliary flight group inHonolulu. Jim is also slated to fly forMaslen Racing as pilot for #38, “FlyingDutchman”, and as alternate for #44.
As I mentioned earlier, we didn't have atwo seat airplane available this year andit was sorely missed once our originalnumber of entries nearly tripled. JasonSomes was giving dual for the Biplanesin a Pitts S2B and had a full schedule ofstudents on his plate. However, hemanaged to find some time to at least gettwo of our new guys up on the course.Our sincere thanks to Jason for fitting usin to his busy day.
Other IF1 folks in attendance were VicePresident, Clodagh Stokes, PilotCommittee Chairman Charlie Greer, HepPorter, and yours truly. It was a greatweekend, I think the new pilots enjoyedit, and they certainly got an enormousamount of information to consider. Youshould see some new faces in the hangarand on the starting grid this fall.
Once again my hat is off to John Housleyfor his superb textbook and classroompresentation. Unfortunately, the timespent on this project probably means thatJohn's airplane will not be ready forSeptember. That's what you call personalsacrifice for the greater good!
Class of 2006 L to R, John Housley, Instructor,
Mike Shaney, Jack Heinz, Mike Purves, George
Andre' (standing with hand on cowl), Julia Bodine,
Doug "Jethro" Bodine, Jim W hiteley, Judy
Galloway, Maynard Crosby, Lowell Slatter, Bob
Kircher, missing was Instructor Ed Bowes.
FORMULA FORUM, JULY 2006 5
September Mornings 1
Gary Davis
Copyright Gary W.Davis, 2006All rights reserved
The conga line of eight assorted towvehicles pulling small sleek
airplanes moves slowly onto RunwayEight and the crews begin to place theracers in their proper positions on thestart grid. The tow vehicles deliberatepace and the crew’s careful movementsbelie the anticipation of the contest tocome. Surveying the other startpositions, I am reminded of my firstexplanation of the racehorse start and itsmerits to lifelong friend and fellow pilotStephen Pearce. He had chuckled and inhis characteristic dry whit had askedme, if we thought hard enough, did Ithink we could possibly come up with amore dangerous way to start a race. Hisreaction was common to someone newto Formula One pylon air racing.
With Stephen now “MidnightLightning's” crew chief and the racerprecisely in place on the runway, I zipup my Nomex flight suit and throw myleg over the wing and into the cockpit.In short order I am strapped in, thecanopy is locked in place, and Stephenbegins to hand prop the engine to life.At first cantankerous in the coldmorning air the Continental finallycatches and we breathe a collective sighof relief at the sound of her steady idle.As the engine warms and the crewfinishes their preparations, I busymyself in the cockpit with final checksand adjustments. At the signal for twominutes until the flag drops, Stephengives me thumbs up and the crewdeparts the runway for the waiting towvehicle.
Alone now, my shoulders touch thefuselage longerons and my helmetbumps the canopy when I sit up slightlyto see the man just off the south side ofthe runway. He is holding a large greenflag that gently moves in the lightbreeze as it hangs from the pole at his
waist. All eyes will soon rest on thisflag and eagerly await this man’smovements. There are three otherairplanes on the runway a few hundredfeet ahead, but only “Miss USA” withKirk Murphy at the controls is visibleon the right side of the runway. DaveRoelofs in “Yellow Peril” on the poleand John Housley in “Aero Magic” inthe middle are hidden by “MidnightLightning’s” nose pointed at the sky aswe sit waiting.
When the engine is warm enough Iincrease RPM and perform a quickmagneto check. The right magnetocheck is normal but the engine is sorough on the left magneto that thetachometer drops four hundred RPMbefore I can flick the switch back to theon position. With slightly under aminute until the flag drops my first solodecision of the race presents itself. I willsee how “Midnight Lightning” performsduring the takeoff roll and plan to abortstraight ahead if her acceleration islacking. I am acutely aware of the twoairplanes that will theoretically passwithin a few feet of each wing tipmoments after the flag is dropped if Ihold my position. Their pilots forwardvision will likely be obscured when theypass by me just as mine is now. Theother option is to taxi into theunforgiving sagebrush and rocks just offthe runway to my left.
As the flag slowly rises, I move thethrottle forward against the stop andlock it in place. “Midnight Lightning”strains mightily against the brakes andmy aching legs remind me they havebeen working to hold our position forthe past five minutes during warm up.Despite their protest I push harder stillon the pedals, as if trying to shove themthrough the firewall, to stay in place. Iwill release them abruptly in just a few
FORMULA FORUM, JULY 20066
Stephen Pearce, Gary Davis, and Carroll Cheek at thestart of the Silver final, a September Morning, Reno 2004
Dave Roelofs awaits takeoff clearance, 2005
Bill Rogers photo
John Garrett photo
President’s Page
Birch Entriken The 2006 Pylon Racing School washeld a couple of weeks ago and was
a great success. Please see the article inthis issue. While we were there, VicePresident, Clodagh Stokes and I had ameeting with RARA CEO MikeHoughton and representatives from theBiplane class. We discussed somelogistical issues concerning the hangarfor September. As I mentioned in anearlier report, the plan this year is topark our trailers on the west side of theprivate hangars that are situated north ofthe RARA hangar. This will free upparking for vehicles on the south side ofthe RARA hangar, and enable eachteam to park a vehicle there, instead ofacross the street. Spaces will beassigned, and vehicles will be doubleparked, nose to tail. This will take some
coordination with your parking mate tomake arrangements for keys. You willstill have access to your trailer with aslightly longer walk. Also, it now looksvery likely that we will be back in thehangar office this year.
Nominations are now open for ourupcoming elections. If you are a fullvoting member and haven't submittedyour nomination form, please do. Givesome thought to who might make agood candidate. Have you consideredstepping up to the plate and nominatingyourself? It takes a lot of behind thescenes work to make this organizationfunction, and it's a great way to givesomething back to IF1.
Fly fast, Birch
Bill Rogers photo
FORMULA FORUM, JULY 2006 7
SeptemberMorningsContinued
seconds when the flag drops. In thatinstant all thoughts of standing still will evaporate and be replaced with arelentless demand for speed. I make oneslight mixture adjustment for maximumRPM but intentionally stop shortleaving the explosive concoctionslightly rich. With the memory ofanother racer’s prop abruptly stoppingfrom this practice still fresh in mymind’s eye I remind myself thecarburetor will be gulping more air andlean the mixture on its own soonenough.
Watching the flagman intently now, Ican see Carl Swenson’s helmet in“Annie” some thirty feet off my rightwing. He is watching the flagman andnot me. Carl is the most experiencedpilot in this race and will hold histakeoff line straight and will notendanger my racer. I intend to do thesame for him, but also fully intend toout accelerate “Annie” before pylonone. My “shot out of a shotgun” prop isinstalled specifically for that purpose. Ifmy scheme works, “Aero Magic” willalso fall prey to “Midnight Lightning’s”quick acceleration and “MidnightLightning” will be the third airplane toreach pylon one. That is if the now-suspect magneto holds together and Carland I do not fall prey to David Hoover’splan to overtake us from the last row.The flag drops and Carl, Kirk and Irelease our brakes together. Now thereal fun begins.
The man with the green flag has turnedeight snarling midget airplanes intoliving thoroughbred racers with one fellswoop. Initially “Midnight Lightning”shows her displeasure with thequartering tailwind. But as weaccelerate she is more compliant and Ibring her tail up to see my imaginarytakeoff line and feed in more rightrudder to stay straight. The front row ofairplanes is visible now as they begin to
stagger slightly due to differences inacceleration. “Annie” hangs motionlessin my peripheral vision as I lift off therunway and gingerly relax the backpressure on the tiny tube that serves asmy control stick. Any thought ofaborting straight ahead out of harmsway is erased by “MidnightLightning’s” normal acceleration andthe sight of “Aero Magic” fallingslightly behind the other front rowracers. My near total focus now is onaccelerating while I hug the blackasphalt and hold my own takeoff lineuntil the home pylon.
In the thin high desert air “MidnightLightning’s” wing is sluggish at firstand I will not climb more than a fewfeet until starting out over the desolateterrain. Only then beginning a gradualclimb to the forty feet or so needed tohave my canopy above the pylon when Ipass by. Carl continues to hang closebeside me but my inside position willgive me the advantage when we turn leftabeam the now rapidly approachinghome pylon. “Yellow Peril” turns gentlytoward pylon one as she passes thehome pylon with “Miss USA” followingslightly behind. “Midnight Lightning”continues to gain on “Aero Magic” as Itry to forecast the results of this dragrace.
Passing the big checkerboard symbolfor the 41st Annual Reno NationalChampionship Air Races, I turn myracer and my focus toward a point inspace slightly above and outside pylonone. David Hoover, flying SteveSenegal’s “Miss Demeanor”, is nowcoming up on my left across thesagebrush. David is taking fulladvantage of “Miss Demeanor’s” quickacceleration and his inside back rowposition. The back row is not requiredto hold their takeoff line over therunway. This legal shortcut and “MissDemeanor’s” superior acceleration had
FORMULA FORUM, JULY 20068
more than offset my second row outsidestart position in Thursday’s heat. Today,with me on the inside second row and David again on the inside back row, itwill be close at the first pylon. But I’mnot as concerned about David’s abilityto accelerate as much as John’s topspeed since I had been able to returnDavid’s favor Thursday by passing himcoming off pylon three on the first lap.
Eight pilots are now aiming for the samepoint in space. Because of the slowspeeds and the crowd, pylon one is themost critical and dangerous turn in thisrace. But the two scatter pylons, withtheir back-to-back turns of more thanninety degrees each, placed to put theracers on the course with a West windare the most hazardous. They areavoided whenever possible, which is thereason we launched today with a slightquartering tailwind.
In less than twenty seconds this pylonturn will be in the history books. Davidis close off my left as we approachpylon one but his advantage isdiminishing as “Miss Demeanor’s”advance begins to slow and “MidnightLightning’s” speed advantage starts totake hold. Both quick accelerationschemes pay off as David and I slidearound pylon one inside and ahead ofJohn and Carl as was hoped. I have halfmy turn completed and have alreadymoved my attention to pylon two andthree as the lights marking pylon oneslip by forty some odd feet below.“Miss Demeanor” also slips behind and“Midnight Lightning” emerges from thefirst turn of the race firmly in thirdplace. The winds are light and there is noturbulence in the calm morning air asthe pylon one excitement fades and Isettle into the tight low groove aroundthe course I prefer. Enjoying theserenity of a smooth sixty degree-
banked turn around pylon three, I rollout on my aim point for pylon four andtake advantage of the decent over thelowering terrain to accelerate to racespeed. The fifty-five-gallon barrel onthe end of a telephone pole that servesas pylon four is almost a mile away nowand hidden in the background of thehigh desert terrain. The open hangardoor on the south end of the airport andthe lights under the pylon make stayingon course much easier today but I amstill careful to pay close attention toavoid the wasted time andembarrassment of blundering off thecourse. A quick check of the tachometeraccelerating through three thousand sixhundred RPM and the varioustemperatures and oil pressure confirmsall is well with the highly stressedContinental engine.
Relishing a few laps in relative peaceand quiet, I concentrate on the best linearound the pylons and flying the racersmoothly with the black yaw stringstraight over the silver tape we havefashioned to help me stay coordinated.Every control movement and anydeviation from coordinated flightincreases drag and decreases speed.This is where the pilot can make asubtle but sometimes significantdifference as many races have been wonor lost by fractions of a second.
Although suspicious my solitude will bebroken by “Aero Magic” in John’srelentless pursuit, I still cling to thehope the engine work “MidnightLightning’s” crew finished yesterdaywill at least give me enough speed tohold my position for the entire race.John has passed me in the first twoheats late in the last lap as my timesconsistently slowed slightly more than asecond a lap during the second half ofthe races. Whatever the problem, it iscosting me five seconds during thecourse of the race and has caused
FORMULA FORUM, JULY 2006 9
considerable discussion and headscratching amongst the crew trying toisolate the reason.
Friday after we finished racing the second heat Carroll Cheek finallyfigured out it wasn’t my flying, like I’dthought, but the airplane slowing usdown. Carroll was new to air racing and“Midnight Lightning’s” crew but veryexperienced in auto racing. He is veryastute and knows how to use astopwatch to analyze problems. I likedhis idea much better than mine so weborrowed a borescope from “Mariah’s”crew chief and discovered marksindicating the rings were dragging onthe cylinders walls. The possible villainwas the end gap on the new oil scraperrings. We were coming close to the fivehundred degree cylinder headtemperatures we were shooting for thisyear so it all made sense. There was alsocylinder and ring metal in the oil to backthis theory up, along with somesuspected bearing material, but notenough to shoot us down. Stephen madethe call and he and Carroll, bothaccomplished mechanics, performed acomplete top overhaul on the engineFriday afternoon and Saturday morning.Compliments of International FormulaOne mentor and friend Dan Gilbert, wefound an engine shop that defiesdescription only two blocks away fromthe pits. They would do the necessarycylinder work for us on a Saturday.
With a fresh top overhaul and a newtechnical inspection in hand by Saturdayafternoon, I coordinated a no-radioflight with the tower and flew an hour toseat the rings after all the races wereover Saturday evening. Landing directlyinto the blinding sun with a howlingReno crosswind I was expectant thatStephen and Carroll’s efforts would payoff in Sunday’s Silver Final. I was alsohoping their hard work would not bespoiled by my hand in a landing incident
on a runway barely discernable in thesetting sun’s harsh glare.
My expectations begin to fade as“Midnight Lightning’s” sparse instruments and my gut warn me thisrace will play out the same as the recentheats. Still, I fly my best line and pushthe airplane as fast as possible to keepJohn unseen and behind me. The hopethat the freshly topped engine willproduce faster lap times overrides mydoubts, but years of protecting my softhide by not putting too much trust inthings mechanical tempers my faith.With a good start behind me there arethree distinct possible outcomes now.My obvious favorite is more speed fromthe top overhaul and third place asworst case with the slight possibility ofa pass on “Miss USA”. Second choice isa sick engine slowing me down and aprobable fourth place finish with “AeroMagic” passing me before thecheckered flag. Third is the always-lurking Mayday with its myriad ofpossibilities and outcomes that is theever-present challenge I work to beready for and hope I don’t screw upwhen it comes. For at Reno they say it isnot a question of if, but when, it willcome. The handling of a Mayday is thebarometer that is used to measure pilotsthat dare to race at Reno and it is anunforgiving and public scale. Copyright Gary W. Davis 2006
Only about 1/6 of the people that readthe Forum actually fly the races.Some of us have been around thepylons in a Cessna, but that cannotcompare with the real thing. As I toldGary “writing is not a requirementfor being a great pilot, but those thatcan do both are rare indeed!” We areprivileged to publish this piece withhis permission and only regret thatspace requires us to split it into twoparts - the rest next issue. Ed
FORMULA FORUM, JULY 200610
John Garrett photo
Secretary/Treasurer Input
John Housley
Welcome new members Jack Heinz,Doug (“Jethro”) Bodine, and
Mike Schaney who joined Fomula Onerecently! We look forward to seeingJack at a race with his airplane #57, theformer “Cool Runnings”, Jethro with#92, “Yellow Peril”, and Mike with afuture project.
Formula One receives nothing, asidefrom instructor hotel rooms and pilotfood (donuts and pizza), from RARAto present the 4-day IF1 Pylon RacingSeminar (PRS). We consider it aninvestment in our future as it helps tobring new pilots into air racing. It alsoreinforces to RARA and the FAA thatIF1 is committed to safety. This yearwe expended resources to preparetraining books for the PRS participantsand provided copies to the FAA,RARA, and the participants whowished to purchase them at cost. Books that were not purchased thisyear will be used in future PRSs. IF1instructors, board members, and pilotcommittee members donated their timewith no financial compensation or perdiem to present the PRS with minimalimpact to the IF1 treasury.
The plans for a demonstration aircraftat PRS did not materialize. JasonSomes (attending PRS as a biplaneinstructor) was able to provide a coupleof familiarization rides around thecourse to some of our participants inhis Pitts S2B and these were muchappreciated. We have identifiedalternate approaches for ademonstration aircraft next year.
Full/voting members: Please rememberto send in your nominations for theelections this September by August 1. Be sure to check with whomever youare nominating to be sure they arewilling to accept the nomination. Incumbents may not be interested in
running again….Here’s youropportunity to get more involved withFormula One!
In the coming weeks the Board will bereviewing the compensation for IF1support groups at Reno (competitorprize money distribution has alreadybeen established). We need to ensureproper Tech, Ops, and ContestCommittee support for the racers whileremaining within our budget. Thecurrent IF1 bank balance is $14,509.
Fly Safely – John Housley
Odds and ___
Tom Hallendorf has sold his plane toJack Conn, a Cassutt “collector” of sortsbased in Woodland, CA. Jack does notplan to race it but may let Tom race itnext year. Tom is recovering fromshoulder surgery and we wish him aspeedy recovery.
In other medical news Dan Gilbert tellsme that he apparently suffered a ministroke which has affected the vision inhis left eye. He has almost finished hisnew plane but this setback has slowedhim down. We also wish him a fastrecovery.
Reno Rooms: Ed Bowes has arranged15 rooms for 10 days and 15 rooms for5 days for $69 at the Holiday Inn on 6th
St. Reno. Contact them at 775-768-5151and ask them for the Formula One rate.
Mike Dewey, at Santa Paula, CA, isrestoring the Foss “Little Mike” andneeds an old Sensenich metal racingprop for static display. If you have onethat is not up on the wall but gatheringdust, perhaps that would be a goodhome for it. Let me know - Editor
FORMULA FORUM, JULY 2006 11
WANTEDWanting to help any race team atReno. Based in SoCal with a FordF150 diesel.. Contact: David [email protected]
For Sale Ads are free as a service to members
AIRCRAFT
Prior topurchase ofany aircraft,please contactthe TechnicalDirector forany IF1 rulescomplianceitems that mayapply.
PARTS
#56 N43RT Taylor Titch “Titch N’Ash”complete aircraft less engine & prop. Ex-Todd, $2500 FOB Georgetown, CA 6/06Contact: Jim McKeehan F (530)333-1148
1994 Cassutt 111M SPORT 125HP Lyc.0290, 256 smoh, 141 Airframe, 8-05 insp,Basic instruments, Elecs, $13,900 10/05Contact: Mike Stewart F (770)978-8930
Cassutt Projects & InventoryCassutt 111M 90% complete - needs cowl& wing finished, with engine 4/06Cassutt 111M frame, Cassutt 111M wingneeds skins, Cassutt 1M wing complete Airframe/Engine parts (three O-200s)2 sport props, enclosed trailer $25K for allContact: Gary/Linda Elliott F(619) 442-1056 [email protected]
Grove Carbon Fiber Wing. 20' Span,complete with balanced ailerons.100 lbs, $11,000 5/05Contact: Ray Cote F(619) 442-1056
Cassutt Parts. National Aeronautics hasCassutt parts including Al and Steellanding gear legs. Contact: Ib or SueHansen: F (303) 423-0780
Cassutt and Race Parts carbon wing &tail, one fully race prepared engine, severalcylinders, landing gear & mags.Contact: Dave Morss F (650) [email protected]
Teledyne Continental Parts at Racerprices Mattituck Aviation. Mention IF1Contact: Phil Haponic: F (1800) 624-6680 [email protected]
RCAT Full Telemetry System completeand up to date with latest software. Cost$2000, will accept $1250 Contact: Scotty F (208)371-7530.
Steve Hill Prop 54X64 New UnusedContact:Tom Hallendorf F(650)[email protected]
New Composite Parts 9" Composite Spinners - $100, 9" alum.backplates - $35, Wheel Pants - $350,Cassutt Tail Feathers. Contact: Ray Sherwood F(530)626-6106 [email protected]
Graphite Race Props by TwistedComposites- Run One or Follow One.All-composite, race proven, recordsetting race props. 55x62, 55x64, 54x65Contact: Steve Hill F (505)[email protected]
Continental 0-200 Engine Newcrankshaft, cam, pistons, rings. Threecylinders chromed. $4800, locatedMiami, FL, Call 352-365-2929 3/06Contact: Jeff Johnson F (786)385-4527
RCATS Wireless airborne telemetrysystems for your racer. 11 Channelsand up, incl. airspeed, G’s, GPS track.Contact: Mike Luvara F(408)292-9794 [email protected]
Custom Embroidery: Team shirts,hats, jackets, etc. at racer rates for 12pcs +. All Star WarbirdsSharon Sandberg: F (763)[email protected]
Aircraft of Air Racing’s Golden Age1928-1939 By Robert Hirsch. 2 Vols.1071 pages, 158 scale dwgs. $75 + $10shipping. Checks to Robert Hirsch,8439 Dale St. Buena Park, CA 90620
If you have aircraft and other items forsale, please email me at [email protected] or call 928-708-9482 andupdate me with any changes. Clodagh
12
Grumpy Old Men? Not exactly - part of the Tech Crew at Reno 2005,L to R David Craig, Buck Lambert and Bob Griffiths - unsung heros all Bill Rogers Photo
PYLON AIR RACING - THE WORLD’S FASTEST ENGINESPORT
FORMULA FORUM926 Rawhide PlaceNewbury Park, CA 91320